WO2007084690A2 - Intégration post-traitement de gaz d'échappement optimisée - Google Patents

Intégration post-traitement de gaz d'échappement optimisée Download PDF

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Publication number
WO2007084690A2
WO2007084690A2 PCT/US2007/001480 US2007001480W WO2007084690A2 WO 2007084690 A2 WO2007084690 A2 WO 2007084690A2 US 2007001480 W US2007001480 W US 2007001480W WO 2007084690 A2 WO2007084690 A2 WO 2007084690A2
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Prior art keywords
engine
urea
fuel
nox
emissions
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PCT/US2007/001480
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English (en)
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WO2007084690A3 (fr
Inventor
Tim Frazier
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Cummins, Inc.
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Publication of WO2007084690A2 publication Critical patent/WO2007084690A2/fr
Publication of WO2007084690A3 publication Critical patent/WO2007084690A3/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
    • F01N2610/146—Control thereof, e.g. control of injectors or injection valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/08—Parameters used for exhaust control or diagnosing said parameters being related to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/10—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle or its components
    • F01N2900/102—Travelling distance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/12—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle exterior
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1812—Flow rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1814—Tank level
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0625—Fuel consumption, e.g. measured in fuel liters per 100 kms or miles per gallon
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present system and method relate generally to the reduction of pollutants from emissions released by automotive engines, and more particularly to the optimization of the operation of an engine and after-treatment devices in order to meet performance and/or emissions criteria.
  • diesel engine offers good fuel economy and low emissions of hydrocarbons (HC) and carbon monoxide (CO).
  • HC hydrocarbons
  • CO carbon monoxide
  • NOx nitrogen oxides
  • the air-fuel mixture in the combustion chamber is compressed to an extremely high pressure, causing the temperature to increase until the fuel's auto- ignition temperature is reached.
  • the air-to-fuel ratio for diesel engines is much leaner (more air per unit of fuel) than for gasoline engines, and the larger amount of air promotes more complete fuel combustion and better fuel efficiency.
  • emissions of hydrocarbons and carbon monoxide are lower for diesel engines than for gasoline engines.
  • NOx emissions tend to be higher, because the high temperatures cause the oxygen and nitrogen in the intake air to combine as nitrogen oxides.
  • PM exhaust particulate matter
  • Diesel particulates include small nuclei mode particles having diameters below 0.4 ⁇ m and their agglomerates of diameters up to 1 ⁇ m. PM is formed when insufficient air or low combustion temperature prohibits the complete combustion of free carbon. As such, PM is partially unbumed fuel or lube oil and is often seen as black smoke.
  • manipulating engine operating characteristics to lower NOx emissions can be accomplished by lowering the intake temperature, reducing power output, retarding the injector timing, reducing the coolant temperature, and/or reducing the combustion temperature.
  • EGR cooled exhaust gas recirculation
  • a percentage of the exhaust gases are drawn or forced back into the intake and mixed with the fresh air and fuel that enters the combustion chamber.
  • the air from the EGR lowers the peak flame temperatures inside the combustion chamber.
  • Intake air dilution causes most of the NOx reduction by decreasing the O 2 concentration in the combustion process. To a smaller degree, the air also absorbs some heat, further cooling the process.
  • the use of EGR increases fuel consumption.
  • designing electronic controls and improving fuel injectors to deliver fuel at the best combination of injection pressure, injection timing, and spray location allows the engine to burn fuel efficiently without causing temperature spikes that increase NOx emissions.
  • controlling the timing of the start of injection of fuel into the cylinders impacts emissions as well as fuel efficiency.
  • Advancing the start of injection, so that fuel is injected when the piston is further away from top dead center (TDC) results in higher in-cylinder pressure and higher fuel efficiency, but also results in higher NOx emissions.
  • retarding the start of injection delays combustion, but lowers NOx emissions. Due to
  • VVT variable geometry turbochargers
  • Urea-based SCR systems can be
  • urea into the exhaust stream, the urea vaporization and mixing subsystem, the exhaust pipe subsystem, and the catalyst subsystem.
  • SCR catalysts are available for diesel engines, including platinum, vanadium, and zeolite.
  • a diesel vehicle must carry a supply of urea solution for the SCR system, typically 32.5% urea in water by weight.
  • the urea solution is pumped from the tank and sprayed through an atomizing nozzle into the exhaust gas stream.
  • Urea-based SCR systems use gaseous ammonia to reduce NOx.
  • the heat of the gas breaks the urea (CO(NH 2 ) 2 ) down into ammonia (NH 3 ) and hydrocyanic acid (HCNO).
  • the ammonia and the HCNO then meet the SCR catalyst where the ammonia is absorbed and the HCNO is further decomposed through hydrolysis into ammonia.
  • the ammonia When the ammonia is absorbed, it reacts with the NOx to produce water, oxygen gas (O 2 ), and nitrogen gas (N 2 ).
  • the amount of ammonia injected into the exhaust stream is a critical operating parameter.
  • the required ratio of ammonia to NOx is typically stoichiometric.
  • Ammonia slip refers to tailpipe emissions of ammonia that occur when: i) exhaust gas
  • Ammonia that is not reacted will slip through the SCR catalyst bed and exhaust to the atmosphere.
  • Ammonia slip is a regulated parameter which may not exceed a fixed concentration in the SCR exhaust.
  • Urea-based SCR catalysts can be very effective in reducing the amount of NOx released into the air and meeting stringent emissions requirements.
  • urea-based SCR is met with infrastructure and distribution considerations.
  • diesel vehicles employing urea-based SCR generally carry a supply of aqueous solution of urea, so a urea distribution system is required to allow vehicles to replenish their supplies of urea.
  • the United States currently has no automotive urea infrastructure. The cost of urea is likely to be volatile in the U.S. even as the first pieces of an infrastructure are put in place, because the development of the urea infrastructure is likely to be slow.
  • temperatures in the combustion chamber help reduce PM emissions, but produce higher levels of NOx.
  • lowering the peak temperatures in the combustion chamber reduces the amount of NOx as described previously, but increases the likelihood of PM formation. For example, advancing injection timing creates higher peak cylinder temperatures which burn off PM but produce NOx. Meanwhile, retarding timing reduces temperatures to minimize NOx emissions, but the reduced temperatures result in less complete combustion and increases PM. For similar reasons, the use of EGR to cool lower combustion temperatures increases PM emissions.
  • PM emissions can be reduced by advancing injection timing, increasing fuel injection pressures, increasing the power output, reducing engine speed, and reducing oil consumption. Additionally, a turbocharger can be employed to increase the charge pressure which allows the engine to operate on a leaner mixture resulting in lower particulate emissions.
  • After-treatment devices also exist to reduce or remove PM in diesel exhaust. Such after-treatment devices are often required in order to meet both NOx and PM emissions requirements, due to the difficulty of simultaneously reducing NOx and PM emissions by altering engine parameters, such as fuel injection timing.
  • DOC diesel oxidation catalyst
  • DPF diesel particulate filter
  • a DOC is a catalytic device that is used in the abatement of HC, CO, and the soluble organic fraction (SOF) of PM in diesel exhaust.
  • a DPF has a filter with very small pores which are designed to remove PM, or soot, from diesel exhaust. Efficiencies for a DPF can be 85%, and even over 90%.
  • regeneration Through a process known as regeneration, many DPF's burn off PM that accumulates on the filter. Regeneration may be accomplished passively by adding a catalyst to the filter. Alternatively, regeneration may be accomplished actively by increasing the exhaust temperature through a variety of approaches, e.g. engine management, a fuel burner, or resistive heating coils. Active systems use extra fuel to cause burning that heats the DPF or to provide extra power to the DPF's electrical system. Running the cycle too often while keeping the back pressure in the exhaust system low, results in extra fuel use.
  • a DOC may also be used as a heating-device in active regeneration of a
  • ECM's control the engine and other functions in the vehicle.
  • ECM's can receive a variety of inputs to determine how to control the engine and other functions in the vehicle. With regard to NOx and PM reduction, the ECM can manipulate the parameters of engine operation, such as EGR and fuel injection.
  • ECM's can also control the operating parameters of exhaust after- treatment devices, such as a urea-based SCR system, a DOC system, or a DPF system.
  • an ECM can meter urea solution into the exhaust stream at a rate calculated from an algorithm which estimates the amount of NOx present in the exhaust stream as a function of engine operating conditions, e.g. vehicle speed and load.
  • an ECM can monitor one or more sensors that measure back pressure and/or temperature, and based on pre-programmed set points, the ECM activates the regeneration cycle.
  • the present invention provides a system and method for optimizing the performance of a system that integrates an engine and an after-treatment (AJT) system.
  • the performance of the integrated system is optimized while ensuring compliance with required emissions levels.
  • the integrated system operates under a desired speed and fueling command generated by the engine controller in response to an operator's request.
  • a method according to the present invention may be applied under i) steady state or relatively slow transient conditions, or ii) under moderate to rapid transients.
  • a method according to the present invention may be employed to achieve the optimal combination of brake specific fuel consumption (BSFC) by the engine and urea consumption by a urea-based selective catalytic reduction (SCR) system, while also complying with required emissions levels and target levels of ammonia (NH 3 ) slip. Additionally, the method may optimize the integrated system while taking into account other emissions and/or performance variables.
  • BSFC brake specific fuel consumption
  • SCR selective catalytic reduction
  • NH 3 ammonia
  • Exemplary embodiments of the present invention the use transfer functions, or other modeling types, directed toward the individual operation of the engine and each A/T subsystem.
  • An optimizer determines the trade-offs between fuel consumption, urea consumption, and reduction of NOx and PM emissions for each component of the integrated system. Evaluation of these trade-offs permits the optimizer to dictate how each component should be controlled, or adjusted, to achieve optimal fuel and urea consumption while meeting the constraints bounding the solution.
  • response characteristics can be triggered by adjusting certain engine operating levers in order to achieve optimal performance of the integrated system.
  • FIGURE 1 provides a chart illustrating how the overall system NOx is created according to various characteristics of the engine and a urea-based SCR system.
  • FIGURE 2 provides a chart illustrating an exemplary embodiment with the data that are input into an ECM and how output signals are directed.
  • FIGURE 3 provides a chart illustrating exemplary output signals from the ECM to maximize fuel efficiency when the cost of operating the engine is higher than the cost of operating the SCR system.
  • FIGURE 4 provides a chart illustrating exemplary output signals from the ECM to minimize urea usage when the cost of operating the engine is lower than the cost of operating the SCR system.
  • FIGURE 5 provides a chart illustrating another embodiment of the present invention which utilizes additional input regarding the urea supply.
  • FIGURE 6 provides a chart illustrating exemplary output signals from the ECM to minimize urea usage when the supply of urea usage drops below a critical threshold level.
  • FIGURE 7 provides a chart illustrating an exemplary system that integrates an engine with a DOC system, a DPF system, and an SCR system.
  • FIGURE 8 provides a chart illustrating the inputs into an optimizer that adjusts operating parameters of the system illustrated in FIGURE 7 to meet performance and emissions requirements.
  • FIGURE 9 provides a table illustrating certain engine operating
  • Engine controllers such as ECM' s, currently do not account for the monetary cost of operating the engine and the monetary cost of operating an after- treatment system. More specifically, price inputs for fuel and reductants, such as urea, are not currently specified for ECM algorithms. As a result, no ECM' s, or the vehicles that use them, are able to dynamically adjust the use of fuel and reductants, such as urea, to achieve cost-effective operation of the vehicle while complying with
  • Engine NOx 200 represents the NOx exhaust emissions from the operation of the engine 100.
  • the overall system NOx 400 also represents the NOx exhaust emissions that result after the engine NOx 200 passes through the urea-based SCR system 300.
  • Various characteristics of the engine 100 which can affect the amount of engine NOx 200 include, but are not limited to, the EGR system 110, the injection
  • the engine in the present invention generally covers all aspects of the vehicle, not just those related to fuel delivery and combustion, that occur before emissions are exhausted to the after-treatment device, which in turn specifically acts to reduce the pollutants in the emissions.
  • urea-based SCR system 300 which can affect the level of reduction of NOx in the engine NOx 200 include, but are not limited to, the urea injection volume 310, the catalyst temperature 320, and the age of the catalyst 330. These SCR system attributes are merely representative of how the operation of the SCR system 300 can be influenced and are provided only as an illustration of how the present invention may be implemented.
  • the operation of engine 100 produces the engine NOx 200, and the amount of engine NOx 200 depends on various characteristics of the engine 100.
  • the engine NOx 200 is then introduced into the SCR system 300 which reduces the amount of NOx in the engine NOx 200 according to the various characteristics of the SCR system 300.
  • the final amount of NOx emissions is the overall system NOx 400.
  • an ECM 610 is employed for the present invention.
  • the ECM 610 can be one or more microprocessors and other associated components, such as memory devices which store data and program instructions.
  • the ECM 610 generally receives input signals from various sensors throughout the vehicle as well as possible external input data from end users.
  • the ECM 610 then reads the program instructions and executes the instructions to perform data monitoring, logging, and control functions in accordance with the input signals and external input data.
  • the ECM 610 sends control data to an output port which relays output signals to a variety of actuators controlling the engine or the SCR system, generally depicted by the engine controls 800 and the SCR system controls 900.
  • the present invention can be implemented with most commercially available ECM' s and no changes to the ECM will be required.
  • this exemplary embodiment includes an ECM, any system of controlling operation of engine components and after-treatment devices according to specified instructions may be employed to implement the present invention.
  • the end user or some input mechanism transmits the unit price of diesel fuel 500 and the unit price of urea 510 as input parameters into the ECM 610 through the input device 600.
  • the input device 600 may include, but is not limited to, a computer, personal digital assistant (PDA), or other entry device with a data link connected physically, wirelessly, or by any data transmission method, to the ECM 610.
  • the input device 600 may include an automated system or network which transmits data to the ECM 610. Automatic updates are particularly advantageous where the unit price of diesel fuel 500 and the unit price of urea 510 may change frequently. If no input parameters are entered, the ECM can use default settings that reflect the most likely prices for diesel fuel and urea.
  • the ECM 610 determines whether it is more cost-effective to increase NOx reduction with the engine 100 or with the SCR system 300.
  • the engine sensor data 700 from the engine 100 and the SCR system sensor data 710 from the SCR system 300 provide additional input for the ECM 610 to determine optimal operating parameters and to allow the system to change the parameters dynamically according to changing conditions.
  • the engine sensor data 700 provides the ECM 610 with data, such as engine speed and load, required to calculate current fuel consumption, so that the ECM 610 can compute the current cost of fuel consumption using the unit price of diesel fuel 500.
  • the SCR sensor data 710 provides the ECM 610 with data required to calculate current urea consumption, such as the amount of engine NOx 200, so that the ECM 610 can compute the current cost of urea consumption using the unit price of urea 510.
  • the ECM 610 receives data from a sensor in the SCR system outflow that indicates overall system NOx to ensure that the operating parameters are adjusted in compliance with environmental regulations. Based on the cost calculations, the ECM 610 then sends output signals to the engine controls 800 and the SCR system controls 900 directing how the engine 100 and the SCR system 300 should operate to optimize NOx reduction. As the engine sensor data 700 and the SCR system sensor data 710 change, the cost calculations may change requiring the ECM 610 to adjust its output signals.
  • the ECM 610 will attempt to maximize fuel efficiency by maintaining a high temperature at combustion. For example, as shown in FIG. 3, the ECM 610 can maximize fuel efficiency by reducing the flow of cooled exhaust air back into the combustion chamber.
  • the ECM 610 monitors signals from sensors indicating the RPM of the turbocharger in EGR system 810 and sensors indicating engine speed and directs the EGR system 810 to adjust the airflow to increase fuel efficiency.
  • the ECM 610 can send signals to calibrate the fuel system
  • the ECM 610 can control the rate of fuel delivery and the timing of injection through actuators.
  • the ECM 610 can also control the pressure at ⁇ fhich the fuel is injected. Advancing the fuel injection, increasing the pressure of injection, and making the air-fuel mixture leaner can be controlled alone or in combination to effect an increase in fuel efficiency.
  • An engine speed signal may be a necessary sensor input for the ECM 610 to properly regulate the fuel system 820.
  • the ECM 610 can direct the SCR system injection controls 910 to increase the amount of urea injected into the SCR system 300 to reduce overall system NOx 400 and ensure compliance with environmental regulations.
  • the ECM 610 will attempt to minimize the need for urea by lowering the temperature at combustion and reducing the engine NOx 200. For example, as shown in FIG. 4, the ECM 610 can minimize the engine NOx 200 by increasing the flow of cooled exhaust air back into the combustion chamber.
  • the ECM 610 monitors signals from sensors indicating the RPM of the turbocharger in EGR system 810 and sensors indicating engine speed and directs the EGR system 810 to adjust the airflow to decrease the formation of NOx in the combustion chamber.
  • the ECM 610 can calibrate the fuel system 820 to minimize the need for urea.
  • the ECM 610 can control the rate of fuel delivery and the timing of injection through actuators.
  • the ECM 610 can also control the pressure at which the
  • An engine speed signal may be a necessary sensor input for the ECM 610 to properly regulate the fuel system 820.
  • the ECM 610 can direct the SCR system injection controls 910 to reduce the amount of urea injected into the SCR system 300 since less urea is needed to comply with environmental regulations. It is also understood, however, that urea usage likely cannot be completely avoided, since there may be limits to the amount that the engine NOx 200 can be reduced.
  • a sensor may also be required to monitor ammonia slip to make sure that too much urea is not being introduced and to ensure compliance with regulations governing ammonia slip.
  • FIGS. 3 and 4 are only exemplary in nature. Controlling the EGR system and the fuel system in the manner described above are only examples of how to affect the combustion temperature and thereby control the amount of NOx. There are also other ways of controlling the amount of urea needed in the SCR system. The examples provided are not intended to limit the methods by which combustion temperature or urea usage are controlled. Moreover, the ECM 610 does not have to adjust all the available operating parameters that affect fuel efficiency and NOx emissions. For instance, the ECM 610 may be able to increase fuel efficiency without having to increase urea usage if the SCR sensor data 710 indicates that the overall system NOx 400 will remain at or below mandated limits after the adjustment. Thus, the ECM 610 might only send signals to adjust engine controls 800.
  • FIG. 5 illustrates an additional embodiment of the present invention where the route miles 520 and the starting supply of urea 530 may also be entered via input device 600 into ECM 610.
  • the ECM 610 determines an optimal rate of urea usage 620 which represents the greatest rate of urea consumption that will allow the vehicle to travel the route miles 520 with the starting supply of urea 530 without completely depleting the supply.
  • the ECM 610 can then prevent complete depletion of urea by ensuring that its output signals to the SCR system do not require the SCR system to use more urea than this optimal rate of urea usage 620. Preventing complete depletion eliminates the need to rely on an unreliable urea distribution infrastructure to refill urea tanks or to make unscheduled stops to replenish. Moreover, it is likely to.be more cost-effective for fleets to utilize their own supplies of urea.
  • the ECM 610 can also receive sensor data regarding the level of urea in the tank 720 so that when the amount of available urea reaches a critical level, the ECM 610 minimizes urea consumption in order to prevent complete depletion, which may cause the engine to derate. If the urea level falls below a critical threshold level, the ECM 610 can reduce the use of urea and maintain a certain level of NOx emissions by adjusting the engine operating parameters and as depicted in FIG. 6. For example, the EGR airflow is increased, the fuel injection timing is retarded, the air-to- fuel ratio is decreased, and/or the fuel injection pressure is decreased, while the volume of urea injected by the SCR system is decreased. The actions illustrated in FIG.
  • FIGS. 1-6 The description provided in reference to FIGS. 1-6, in particular, explains how an ECM is implemented to reduce total NOx exhaust emissions from a diesel engine by determining appropriate operating parameters for engine components and for a urea-based SCR system according to the price of diesel fuel and the price of urea. It is understood, however, that a diesel engine may be integrated with other after-treatment (AJT) devices in addition to a urea-based SCR system. In particular, A/T devices that are directed toward reducing PM emissions may be employed. An example is illustrated by the integrated system 1000 in FIG. 7.
  • AJT after-treatment
  • FIG. 7 Further embodiments of the present invention provide a method for optimizing the performance of a system that integrates an engine and several after- treatment (A/T) devices, as shown in FIG. 7. Specifically, the performance of the integrated system is optimized while ensuring compliance with required emissions
  • the integrated system operates under a desired speed and fueling command generated by the engine controller in response to an operator's request.
  • a method according to the present invention may be applied under i) steady state or relatively slow transient conditions, or ii) under moderate to rapid transient conditions. Moderate to rapid transient conditions may occur when the engine duty cycle is changing, when the A/T system is warming up, or when the A/T is responding thermally to a change in engine duty.
  • an embodiment of the present invention is be employed to achieve the optimal combination of brake specific fuel consumption (BSFC) by the engine and urea consumption by a urea-based selective catalytic reduction (SCR) system, while also complying with required emissions levels and target levels of ammonia (NH 3 ) slip. Additionally, the method may optimize the integrated system while taking into account other emissions and/or performance variables such as:
  • EGR system 1110 is used in conjunction with the base engine charge air management system 1120 and fuel management system 1130 to regulate NOx and PM emissions from the engine 1100.
  • the subsystems of the overall A/T system in the integrated system 1000 include a diesel oxidation catalyst (DOC) system 1200, a DPF system 1300, and a urea-based SCR system 1400.
  • An optimizer 2050 determines optimal performance of the subsystems 1200, 1300, 1400 as well as the engine 1100, in view of emissions requirements.
  • the optimizer 2050 may be employed as a part of an ECM, as described previously.
  • the integrated system operates under a desired speed 2010 and fueling command 2020 generated by the engine controller in response to an operator's request.
  • the optimizer 2050 determines the trade-offs between fuel consumption, urea consumption, and reduction of NOx and PM emissions for each component of the integrated system. Evaluation of these trade-offs permits the optimizer 2050 to dictate how each component should be controlled, or adjusted, to achieve optimal fuel and urea consumption while meeting the constraints bounding the solution.
  • HOO 5 measurements 21 10 are obtained, for example, for engine speed (RPM),
  • turbocharger speed N
  • TIT turbine inlet temperature
  • IMT intake manifold temperature
  • EMP exhaust manifold pressure
  • EGR oxygen-driven oxidative pressure
  • fuel rail pressure the ambient temperature, the ambient pressure, and the ambient humidity.
  • the measurements are obtained directly from corresponding sensors, or are indirectly derived (virtually sensed) from other measurements.
  • EGR may be determined from measuring the temperature of exhaust upstream of the turbocharger and the pressure drop across an orifice located in the EGR path connecting the exhaust flow to the intake flow.
  • Transfer functions 2120 in. the form of embedded models, provide NOx and PM emissions as a function of engine operating levers, e.g., NOx • emissions versus EGR, SOI, IMT, etc.
  • FIG. 9 lists certain engine operating parameters, also referred to as engine operating levers, and indicates their influence on specific response characteristics. The operating parameters in FIG. 9 are directed to aspects of the integrated system that include the common rail fuel system, air handling, and cylinder management.
  • the transfer function models 2120 are developed as part of the engine system calibration development process.
  • an embedded model may be stored as a computer-readable lookup table or as a detailed multi-input, multi-output model.
  • the embedded models are employed to determine the optimum future operating state of
  • the transfer functions 2120 can also be derived from actual measured results from sensors during operation or during initial calibration of the system.
  • cost/response functions 2130 are derived for fuel consumption as a function of NOx emissions and as a function of PM emissions. Information regarding these cost/response functions 2130 is passed to the integrated system optimizer 2050, where they are used as part of an overall control strategy to meet the optimization requirements.
  • One aspect of the optimization process is evaluating the tradeoff involved in controlling NOx and PM emissions simultaneously, as well as considering fuel consumption.
  • FIG. 9 shows that SOI timing, quantity of fuel injection, multiple injections, the variable geometry turbocharger (VGT) rack position, the EGR valve position, intake throttle position, exhaust throttle position, the intake valve timing, or any combination thereof may be adjusted to achieve a certain engine-out NOx mass flow.
  • FIG. 9 also shows that, to a lesser degree (moderate influence), the injector (SAC) pressure, rate shape, and in-cylinder dosing may also be adjusted to achieve the engine-out NOx.
  • SAC injector
  • the embedded model uses information regarding the turbo outlet conditions and exhaust HC and CO flow rates to determine
  • the DOC bed temperature may represent an ensemble of many bed temperature measurements or predictions.
  • a transfer function 2220 in the form of an embedded model, provides information regarding the conversion of NO to NO2 versus T DOC BED and space velocity (correlated to exhaust mass flow rate). The proper ratio of NO to NO2 is important to the function of both the DPF and the SCR system.
  • a fuel consumption cost/response function 2230 is derived for fuel consumption as a function of NO/NOx ratio for the DOC system 1200.
  • the operation of the integrated system is optimized to achieve the best fuel consumption in view of the integrated system's predicted response to changes in its operating parameters.
  • the engine-out HC and CO mass flow and the TIT are adjusted by the integrated system optimizer 2050, where they are used as part of the overall control strategy to meet the optimization requirements.
  • FIG. 9 shows that SOI, quantity of fuel injection, the injector (SAC) pressure, injection rate shape, multiple injection, in-cylinder dosing, or any combination thereof
  • FIG. 9 shows that, to a lesser degree (moderate influence), the variable geometry turbocharger (VGT), the EGR valve, intake throttle, exhaust throttle, and the intake valve may also be adjusted to achieve the engine-out HC and CO mass flow.
  • VVT variable geometry turbocharger
  • FIG. 9 shows that SOI 9 quantity of fuel injection, the injector
  • VGT variable geometry turbocharger
  • a transfer function 2320 in the form of an embedded model, provides the soot load as a function of filter ⁇ P and exhaust mass flow rate.
  • an embedded model provides the soot reduction (desoot) as a function of filter bed temperature, mass flow rate, filter inlet NO/NO 2 ratio, and filter inlet O 2 concentration.
  • a cost/response function 2330 is derived for fuel consumption as a function of PM.
  • the operation of the integrated system is then optimized to achieve the best fuel consumption in view of the integrated system's predicted response to changes in its operating parameters.
  • the DOC conversion of NO to NO2 and corresponding filter inlet temperature are adjusted by the integrated system optimizer 2050, where they are used as part of the overall control strategy to meet the optimization requirements.
  • FIG. 9 shows that SOI, quantity of fuel injection, multiple injections, or any combination thereof may be adjusted to achieve a certain engine-out HC and CO mass flow.
  • FIG. 9 also shows that, to a lesser degree, the injector (SAC) pressure, injection rate shape, the variable geometry turbocharger (VGT), the EGR valve, intake throttle, exhaust throttle, and the intake valve may also be adjusted to achieve the filter inlet NO/NO 2 ratio and corresponding filter inlet temperature.
  • SAC injector
  • VVT variable geometry turbocharger
  • EGR valve variable geometry turbocharger
  • intake throttle intake throttle
  • exhaust throttle the intake valve
  • the intake valve may also be adjusted to achieve the filter inlet NO/NO 2 ratio and corresponding filter inlet temperature.
  • the embedded models above indicate how soot load and soot reduction respond to filter inlet NO/NO2 ratio and filter inlet temperature.
  • a transfer function 2420 in the form of an embedded model, provides
  • the integrated system 1000 also takes into account the relative costs of urea and fuel. As indicated by a fuel consumption cost/response function 2430, it may be more advantageous to use more urea than fuel to achieve the NOx emissions, or vice versa. As such, the optimizer 2050 makes adjustments to the urea dosing.
  • the embedded models are employed to determine the SCR system's response to a change in urea dosing, while ensuring that ammonia slip does not exceed a mandated threshold.
  • the optimizer receives information to allow it to determine the trade-offs in fuel consumption (as well as urea consumption) for each component of the integrated system to achieve the target emissions levels and performance targets.
  • the optimizer may optimize fuel and urea usage according to a NOx target and an ammonia slip target.
  • the optimizer may maintain current fuel and urea consumption, but increase peak power at a NOx target and an ammonia slip target in response to ambient conditions or more favorable after-treatment current conditions.
  • the optimizer may minimize trapped PM or regenerate.
  • the optimizer may minimize trapped PM or regenerate.
  • the optimizer may reduce urea consumption in response to low urea tank levels or

Abstract

Selon l'invention, à l'aide de fonctions de transfert, ou d'autres types de modélisation se rapportant au fonctionnement individuel d'un moteur et de sous-systèmes de post-traitement, un système d'optimisation détermine les compromis entre la consommation de carburant, la consommation d'urée, et la réduction des émissions de NOx et de PM pour chaque composant du système intégré. L'évaluation de ces compromis permet au système d'optimisation de dicter la façon dont chaque composant doit être commandé, ou ajusté, afin d'obtenir une consommation de carburant (et d'urée) optimale tout en répondant aux contraintes qui englobent la solution. Des caractéristiques de réponse peuvent être déclenchées par ajustement de certains leviers de fonctionnement du moteur afin d'obtenir une performance optimale pour le système intégré.
PCT/US2007/001480 2006-01-19 2007-01-19 Intégration post-traitement de gaz d'échappement optimisée WO2007084690A2 (fr)

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US20070245714A1 (en) 2007-10-25
WO2007084690A3 (fr) 2008-11-13
US8899018B2 (en) 2014-12-02
WO2007084691A3 (fr) 2009-01-29
US7861518B2 (en) 2011-01-04
US20070163244A1 (en) 2007-07-19
WO2007084691A2 (fr) 2007-07-26
US20110067382A1 (en) 2011-03-24

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